Controlling engine operation with a first and second fuel

ABSTRACT

A method of operating an internal combustion engine including at least a combustion chamber having a piston disposed therein, the method comprising during a first number of cycles after start-up of the engine, supplying at least a first fuel to the combustion chamber, and combusting said first fuel and during a second number of cycles after said first number of cycles, supplying said first fuel and a second fuel to the combustion chamber to form a substantially homogeneous mixture, and compressing said mixture with said piston to cause auto-ignition of said mixture.

The present application is a continuation of U.S. Ser. No. 11/382,220,titled CONTROLLING ENGINE OPERATION WITH A FIRST AND SECOND FUEL, filedMay 8, 2006, the entire contents of which are incorporated herein byreference in their entirety for all purposes.

FIELD

The present application relates to controlling engine operation with atleast a first fuel and a second fuel.

BACKGROUND AND SUMMARY

In some engines, diesel fuel has been used as a fuel efficientalternative to other fuels such as gasoline. In one example, airinducted into a combustion chamber of the engine is compressed by apiston and increased in temperature, while diesel fuel is injecteddirectly into the combustion chamber to initiate combustion in the hotcompressed gasses. This method forms a stratified mixture of air anddiesel fuel, which when combusted may result in high production of NOxand soot, under some conditions. In another example, known ashomogeneous charge compression ignition (HCCI), diesel fuel may be mixedwith inducted air to form a substantially homogeneous mixture beforebeing compressed to achieve auto-ignition of the air and fuel mixture.In some conditions, HCCI may produce less NOx and/or soot compared tostratified diesel combustion.

Under some conditions, it can be difficult to achieve a substantiallyhomogeneous mixture with diesel fuel since it does not vaporize asreadily as some other fuels such as gasoline. Furthermore, the timing ofauto-ignition may be more difficult to control than stratifiedcombustion where the injection of diesel fuel initiates combustionresulting in pre-ignition, knock or misfire. One approach used toimprove the mixing of fuel, while controlling the timing ofauto-ignition includes the addition of large quantities of exhaust gasrecirculation (EGR). The EGR may be used to delay auto-ignition until asubstantially homogeneous mixture is formed.

However, the inventors herein have also realized several disadvantageswith the above approach. In particular, variations in EGR distributionbetween individual cylinders and/or engine cycles may result inauto-ignition of the mixture occurring too early or too late in theengine cycle. Furthermore, transient operation of the engine mayexacerbate these variations, such as lag in EGR control that can resultin uncertainties in combustion timing.

In one approach, at least some of the above issues may be addressed by amethod of operating an internal combustion engine including at least acombustion chamber having a piston disposed therein, wherein thecombustion chamber is configured to receive air, a first fuel and asecond fuel to form a substantially homogeneous mixture, and wherein thepiston is configured to compress said mixture so that auto-ignition ofsaid mixture is achieved, the method comprising varying the amount of atleast one of the first fuel and the second fuel that is received by thecombustion chamber to adjust the timing of auto-ignition, where thefirst fuel includes diesel fuel.

In this manner, the combustion timing may be controlled by varying theratio or relative amount of diesel fuel and a second lower cetane fuelutilized during each cycle. In some examples, the timing of combustionmay be further controlled by adjusting the timing and/or quantity ofthese fuel injection(s). Thus, combustion timing control may be improvedduring transient engine operation and EGR usage may be reduced, therebyreducing engine pumping losses while increasing engine efficiency.

Furthermore, the inventors herein have also recognized that during coldambient conditions, such as during engine start-up, it may be difficultto achieve HCCI operation with some fuel formulations. For example, itmay be difficult to vaporize and/or ignite some low cetane fuels such asethanol and methanol at low temperatures.

In another approach, the above issues may be addressed by a method ofoperating an internal combustion engine including at least a combustionchamber having piston disposed therein, wherein the combustion chamberis configured to receive a mixture of air and at least one of dieselfuel and a second fuel, the method comprising during a first condition,performing a first injection of the diesel fuel directly into thecombustion chamber to form a stratified mixture of air and the dieselfuel, and to initiate combustion of the stratified mixture; and during asecond condition, performing a first injection of the diesel fueldirectly into the combustion chamber and a second injection of thesecond fuel into an air intake passage upstream of the combustionchamber to form a substantially homogeneous mixture of inducted air,diesel fuel, and the second fuel within the combustion chamber; andachieving auto-ignition of said substantially homogeneous mixture bycompression ignition.

In this manner, fuel formulation can be adjusted in response to ambientconditions to improve engine start-up and warm-up operations whileachieving the desired combustion timing.

DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic diagram of one cylinder of an internalcombustion engine.

FIGS. 2-6 show timing diagrams for one cylinder of an internalcombustion engine.

FIG. 7 shows a flow chart of an example control strategy.

DETAILED DESCRIPTION

FIG. 1 shows one cylinder of a multi-cylinder engine, as well as theintake and exhaust path connected to that cylinder. Engine 24 includescombustion chamber 29 defined by cylinder walls 31 with piston 35positioned therein. Piston 35 is shown connected to crankshaft 39.Combustion chamber 29 is shown communicating with intake manifold 43 andexhaust manifold 47 via respective intake valve 52 and exhaust valve 54.While only one intake and one exhaust valve are shown, the engine may beconfigured with a plurality of intake and/or exhaust valves. In someembodiments, engine 24 may include a spark plug configured withincombustion chamber 29. It should be appreciated that FIG. 1 merely showsone cylinder of a multi-cylinder engine, and that each cylinder can beconfigured with its own set of intake/exhaust valves, fuel injectors,spark plugs, etc.

FIG. 1 shows, intake valve 52 and exhaust valve 54 actuated by cams 55and 53, respectively. In some examples, variable cam timing (VCT),variable valve lift (VVL), cam profile switch (CPS), among other valvecontrol systems may be used to adjust operation of one or more of theintake and/or exhaust valves. Alternatively, electric valve actuators(EVA) may be used to control operation of valves 52 and 54,respectively. Each valve may be configured with a valve position sensor50 that can be used to determine the position of the valve.

Engine 24 is shown having fuel injector 65 configured within combustionchamber 29 for delivering liquid fuel in proportion to the pulse widthof signal FPW from controller 48, thereby providing direct injection offuel. Engine 24 is also shown having fuel injector 66 configured withinintake manifold 43 upstream of combustion chamber 29 for deliveringliquid fuel in proportion to the pulse width of a signal FPW fromcontroller 48, thereby providing port injection of a fuel. Fuel injector65 can be configured to inject a first type of fuel, such as dieselfuel, directly into combustion chamber 29, while fuel injector 65 can beconfigured to inject a different fuel type into intake manifold 43.However, in an alternative embodiment, both fuel injectors may beconfigured to inject fuel directly into the combustion cylinder ordirectly into the intake manifold. In some examples, fuel injector 65can be used to inject a fuel having a lower cetane value than dieselfuel, such as gasoline, ethanol, and methanol, among others. In someembodiments, a second fuel may be mixed with a first fuel (e.g. dieselfuel) before being injected into the combustion chamber. By changing themixture or mixing rate of the two fuels, the ignition timing may becontrolled. It should be appreciated that controller 48 may beconfigured to vary the quantity and/or ratio of these fuels injected viafuel injectors 65 and 66 during engine operation.

Engine 24 is further shown configured with an exhaust gas recirculation(EGR) system configured to supply exhaust gas to intake manifold 43 fromexhaust manifold 47 via EGR passage 130. The amount of exhaust gassupplied by the EGR system can be controlled by EGR valve 134. Further,the exhaust gas within EGR passage 130 may be monitored by an EGR sensor132, which can be configured to measure temperature, pressure, gasconcentration, etc. In some conditions, the EGR passage may beconfigured with an EGR cooler 210. Under some conditions, the EGR systemmay be used to regulate the temperature of the air and fuel mixturewithin the combustion chamber, thus providing a method of controllingthe timing of combustion by auto-ignition. EGR may also be used incombination with other engine control operations to adjust the timing ofauto-ignition. For example, the resulting cetane value of the mixture ofa first fuel and a second fuel within combustion chamber 29 may beadjusted in combination with EGR supplied to combustion chamber 29 tovary the timing of auto-ignition.

Universal Exhaust Gas Oxygen (UEGO) sensor 76 is shown coupled toexhaust manifold 47 upstream of catalytic converter 70. The signal fromsensor 76 can be used to advantage during feedback air/fuel control andEGR control to maintain average air/fuel at a desired value.Furthermore, sensor 76 among other sensors can be used to providefeedback to controller 48 for the adjustment of fuel injectors 65 and 66or throttle 125. In some examples, throttle 125 can be used to controlthe amount and/or concentration of EGR supplied to combustion chamber29. FIG. 1 further shows engine 24 can be configured with an aftertreatment system comprising, for example, an emission control device 70.Device 70 may be a SCR catalyst, particulate filter, NOx trap, oxidationcatalyst, or combinations thereof.

In some embodiments, intake passage 43 may be configured with a chargecooler 220 for cooling the intake air. In some embodiments, engine 24may be configured with a turbocharger 230 that includes a compressor 232configured in the intake passage 43, a turbine 236 configured in theexhaust passage 47, and a shaft 234 coupling the compressor and theturbine.

Controller 48 is shown in FIG. 1 as a conventional microcomputerincluding: microprocessor unit 102, input/output ports 104, andread-only memory 106, random access memory 108, keep alive memory 110,and a conventional data bus. Controller 48 is shown receiving varioussignals from sensors coupled to engine 24, in addition to those signalspreviously discussed, including: engine coolant temperature (ECT) fromtemperature sensor 112 coupled to cooling sleeve 114; a pedal positionsensor 119 coupled to an accelerator pedal; a measurement of enginemanifold pressure (MAP) from pressure sensor 122 coupled to intakemanifold 43; a measurement (ACT) of engine air charge temperature ormanifold temperature from temperature sensor 117; and an engine positionsensor from a Hall effect sensor 118 sensing crankshaft 39 position. Inone aspect of the present description, engine position sensor 118produces a predetermined number of equally spaced pulses everyrevolution of the crankshaft from which engine speed (RPM) can bedetermined. It should be appreciated that controller 48 can beconfigured to perform a variety of other control engine functions suchas varying the amount of EGR cooling via EGR cooler 210, charge coolingvia charge air cooler 220, and/or turbocharging via turbocharger 230.

Combustion in engine 24 can be of various types/modes, depending onoperating conditions. In one example, air inducted into combustionchamber 29 of engine 24 can be compressed by piston 35, while fueling ofthe cylinder is performed by a single injection of diesel fuel directlyinto the combustion chamber by fuel injector 65 to initiate combustion.This combustion mode will be referred to herein as stratifiedcompression ignition or stratified CI. However, as described above,combustion of the stratified mixture formed during fueling of thecylinder may result in increased production of NOx and/or soot, undersome conditions. In another example, known as homogeneous chargecompression ignition (HCCI), diesel fuel may be mixed with air and asecond fuel inducted via intake manifold 43 to form a substantiallyhomogeneous mixture before being compressed to achieve auto-ignition ofthe mixture. In some conditions, diesel HCCI may produce less NOx and/orsoot compared to stratified compression ignition with diesel fuel.

As will be described below, diesel HCCI may be achieved by controllingthe timing of auto-ignition of the homogeneous mixture via fuelformulation. For example, the fuel formulation may be adjusted duringeach engine cycle by mixing diesel fuel having a substantially highvolatility or ignitability with a second fuel having a lower cetanevalue (e.g. gasoline, ethanol, methanol, etc.), which has a lowervolatility or ignitability, thereby varying the timing of auto-ignition.As will be described below with reference to FIGS. 2-7, the relativeand/or absolute amounts of diesel fuel and a second fuel (e.g. lowercetane fuel) may be varied in response to operating conditions of theengine to maintain the desired combustion timing.

However, in some conditions, such as during cold ambient conditions, itmay be more difficult to vaporize and/or ignite some low cetane fuelssuch as ethanol and methanol. Thus, it may be difficult to utilize twofuels to achieve HCCI operation during these conditions. Therefore,stratified CI using diesel fuel may be utilized during cold operatingconditions, such as when the engine is below a prescribed temperature,during engine start-up or warm-up, wherein diesel fuel is injected intothe combustion cylinder to initiate combustion.

In some embodiments, the engine may be configured to vary the combustionmode based on the operating load and/or speed of the engine. Forexample, the engine may be configured to operate in HCCI mode duringintermediate load conditions, while the stratified CI mode may be usedat higher and/or lower load conditions. Furthermore, the engine may beconfigured to default to the stratified CI mode when the second fuel isunavailable, such as when the amount of the second fuel stored in a fueltank is below a threshold.

In some examples, the engine described above may be configured toachieve a greater than 15:1 compression ratio. Furthermore, the enginemay be configured to vary the combustion mode and/or transition betweencombustion modes without adjusting the compression ratio of the engine.For example, the engine may be configured to operate in a stratifieddiesel CI mode during engine warm-up and/or low engine load conditions,while transitioning to HCCI mode during other conditions without varyingthe actual compression ratio. In some embodiments, the compression ratiomay be varied in different combustion modes (e.g. a Miller cycle may beused). For example, the compression ratio during a mode where onlydiesel fuel is injected may be different than the compression ratioduring a mode where both a diesel fuel and a second fuel are injected.

FIGS. 2-6 show example injection strategies for a cylinder of engine 24described above with reference to FIG. 1. In particular, FIGS. 2-6 showone or more injections of diesel fuel (shown as an un-shaded bar) and/ora lower cetane fuel (shown as a shaded bar). A four stroke engine cycleincluding an exhaust stroke, an intake stroke, a compression stroke, andan expansion stroke are shown along with the position of the piston atbottom dead center (BDC) and top dead center (TDC). Example, intake andexhaust valve events are shown as a curve representing valve lift. Itshould be appreciated that the intake and exhaust valve events shown inFIGS. 2-6 are merely representative of the intake and exhaust strokes,as other valve lift and valve timing may be used.

FIG. 2 shows an example injection strategy as may be used to achievestratified CI with diesel fuel. For example, a single direct injection(A) of diesel fuel can be performed around TDC of the expansion strokecausing combustion by compression ignition. The timing of combustion maybe adjusted by varying the timing of the injection of diesel fuel. Forexample, if combustion timing is to be advanced, the timing of injectionmay be advanced and vice-versa.

FIG. 3 shows an injection strategy for achieving a HCCI operation withtwo fuels. In particular, a single port injection (B) of a low cetanefuel may be performed, for example, during the intake stroke, and asingle direct injection (A) of diesel fuel may be performed, forexample, during the compression stroke. In this manner, a substantiallyhomogeneous mixture may be formed. Thus, a second fuel having a lowcetane number (e.g. gasoline, ethanol, methanol, etc.) may be injectedinto the intake manifold before the intake valve closes to promotevaporization of the second fuel, while a direct injection of diesel fuelmay be performed before TDC of the compression stroke to facilitateignition of inducted air and low cetane fuel.

The auto-ignition of the substantially homogeneous mixture may becontrolled by adjusting one or more conditions of the fuel injectionstrategy among other operating conditions of the engine. In one example,the timing auto-ignition of the dual fuel mixture may be controlled byvarying the relative amounts (i.e. ratio) of the diesel fuel and thesecond fuel utilized during each cycle. For example, if auto-ignitiontiming is to be advanced (i.e. occur earlier in the cycle), the amountof the diesel fuel can be increased in comparison to the amount ofsecond fuel (i.e. low cetane fuel) injected or inducted into thecombustion chamber. Alternatively, if the auto-ignition timing is to beretarded (i.e. occurring later in the cycle), the amount of diesel fuelinjected can be decreased in comparison to the amount of the second fuelinjected or inducted into the combustion chamber. Thus, FIG. 4 shows anexample injection strategy where the amount of diesel fuel injected (A)is increased in relation to the amount of low cetane fuel injected orinducted (B).

In another example, the timing of combustion by auto-ignition may becontrolled by adjusting the timing of one or more of the injections. Forexample, FIG. 5 shows a first injection (A) of diesel fuel and asubsequent second injection (B) of low cetane fuel during the intakestroke.

In yet another example, multiple injections of diesel fuel and/or lowcetane fuel may be performed. For example, FIG. 6 shows an injection oflow cetane fuel (B) during the intake stroke followed by a firstinjection of diesel fuel (A) during the compression stroke. FIG. 6 showsa subsequent second injection of diesel fuel (C) performed around TDCbetween the compression and expansion stroke to initiate combustion.Under some conditions, an additional injection of diesel fuel may beperformed to initiate auto-ignition of the substantially homogeneousmixture as described above with reference to FIG. 2. Thus, in someexamples, auto-ignition of the substantially homogenous mixture may becontrolled by varying the timing of injection of diesel fuel (C). Itshould be appreciated that while the rich region formed by the secondsubsequent injection of diesel fuel (C) may form a partially stratifiedmixture, some increases in efficiency and/or engine emission reductionmay be achieved over stratified CI, while ensuring auto-ignition occursat the desired timing.

In some embodiments, the engine may utilize some or all of the fuelinjection strategies described above. During some conditions, the enginemay operate in a stratified diesel CI mode as described in FIG. 2, whileduring other conditions the engine may operate with a substantiallyhomogeneous mixture of diesel and a second fuel as described in FIGS.3-5. For example, the engine may operate in a stratified CI mode duringlow engine temperature conditions and HCCI mode during higher enginetemperatures. In another example, the engine may utilize stratified CIat some engine loads and/or speeds where it may be difficult to utilizeHCCI. In yet another example, stratified CI may be used when a secondlow cetane fuel is unavailable, as may occur during extend operationwithout refueling. Furthermore, during some conditions, auto-ignition ofa substantially homogeneous mixture may be initiated by a secondinjection of diesel fuel, as shown in FIG. 6. Thus, the engine may beconfigured to transition between stratified CI of FIG. 2 and amulti-fuel HCCI operation of FIGS. 3-5. Furthermore, these transitionsmay be facilitated by using the strategy described by FIG. 6. Forexample, when transitioning from the operation of FIG. 2 to FIGS. 3-5,the amount of diesel fuel injected around TDC of the expansion strokemay be reduced over one or more engine cycles, while the amount of lowcetane fuel may be increased to take over control of the auto-ignitiontiming. Therefore, a small injection of diesel fuel may be used toinitiate auto-ignition during the transition so that misfire is avoided.Likewise, the engine may be transitioned from HCCI to stratified CI byreversing this process.

It should be appreciated that the timing, amount, and quantity fuelinjections described herein are merely examples and that other injectionstrategies are possible. For example, the engine may be configured toenable one or more injections of diesel fuel and/or a second fuel duringany or all of the exhaust, intake, compression, and expansion strokes.

Referring now to FIG. 7, a flow chart of an example engine controlstrategy is shown. Beginning at 710, it may be judged whether the enginetemperature is below a prescribed temperature. For example, at lowtemperatures, it may be difficult to vaporize and/or combust some lowcetane fuels, such as during a cold start and/or engine start-up, amongother conditions. During these conditions, the engine may operate in astratified CI mode where only diesel fuel is used or a substantiallylarger amount of diesel fuel is used in comparison to a second fuel,such as described above with reference to FIG. 2. Thus, if the answer at710 is no (i.e. the engine temperature is lower than a prescribedcondition), then a determination is made of the amount and/or timing ofthe diesel fuel injection (712). At 714, an injection of diesel fuel isperformed to initiate combustion as determined at 712. However, in someconditions, two or more injections of diesel fuel and/or a second fuelmay be performed.

Alternatively, if the answer at 710 is yes (e.g., the engine temperatureis greater than a prescribed temperature), then a determination of theamount and timing of the diesel fuel and/or second fuel injections aremade at 716 and 718, respectively. The amount, timing, and quantity ofthese fuel injections may be determined based on feedback from one ormore sensors described above with reference to FIG. 1 as well as otherengine operating conditions and/or ambient conditions. Next, at 720 and722, the diesel injection(s) and/or second fuel injection(s) is/areperformed as determined by 716 and 718.

At 724 it is judged whether the desired auto-ignition timing hasoccurred and if not, then the subsequent fuel injections may be adjustedaccordingly. Thus, if the answer at 724 is yes, the routine returns to710 to begin the next engine cycle. Alternatively, if the answer at 724is no, then the subsequent fuel injection(s) may be adjusted in responseto the error between the desired timing of auto-ignition and thedetected timing of auto-ignition. As described above with reference toFIGS. 2-6, the timing of auto-ignition may be adjusted by varying theratio of diesel and second fuels injected, the absolute amount of eachinjection, the time of injection, etc. Furthermore, the timing ofauto-ignition may also be adjusted by varying an operating condition(s)of the engine such as EGR amount, turbocharging, supercharging, valvetiming, throttle position, and air/fuel ratio, among others andcombinations thereof. In some embodiments, the relative amount and/orabsolute amount of the fuel injection(s) may be adjusted in response tofeedback from an exhaust gas emission sensor located downstream of thecombustion cylinder(s). In another example, the fuel injection(s) may beadjusted in response to the temperature of the exhaust gas, among otherforms of control feedback.

Note that the example control and estimation routines included hereincan be used with various engine and/or hybrid propulsion systemconfigurations. The specific routines described herein may represent oneor more of any number of processing strategies such as event-driven,interrupt-driven, multi-tasking, multi-threading, and the like. As such,various steps or functions illustrated may be performed in the sequenceillustrated, in parallel, or in some cases omitted. Likewise, the orderof processing is not necessarily required to achieve the features andadvantages of the example embodiments described herein, but is providedfor ease of illustration and description. One or more of the illustratedsteps or functions may be repeatedly performed depending on theparticular strategy being used. Further, the described steps maygraphically represent code to be programmed into the computer readablestorage medium in controller 48.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,V-8, I-4, I-6, V-10, V-12, opposed 4, and other engine types. Thesubject matter of the present disclosure includes all novel andnonobvious combinations and subcombinations of the various systems andconfigurations, and other features, functions, and/or propertiesdisclosed herein.

The following claims particularly point out certain combinations andsubcombinations regarded as novel and nonobvious. These claims may referto “an” element or “a first” element or the equivalent thereof. Suchclaims should be understood to include incorporation of one or more suchelements, neither requiring nor excluding two or more such elements.Other combinations and subcombinations of the disclosed features,functions, elements, and/or properties may be claimed through amendmentof the present claims or through presentation of new claims in this or arelated application. Such claims, whether broader, narrower, equal, ordifferent in scope to the original claims, also are regarded as includedwithin the subject matter of the present disclosure.

1. A method of operating an internal combustion engine including atleast a combustion chamber having a piston disposed therein, the methodcomprising: during a first number of cycles after start-up of theengine, supplying at least a first fuel to the combustion chamber, andcombusting said first fuel; and during a second number of cycles aftersaid first number of cycles, supplying said first fuel and a second fuelto the combustion chamber to form a substantially homogeneous mixture,and compressing said mixture with said piston to cause auto-ignition ofsaid mixture.
 2. The method of claim 1 further comprising, during saidsecond number of cycles, varying an amount of at least one of the firstfuel and the second fuel that is delivered to the combustion chamber toadjust a timing of auto-ignition.
 3. The method of claim 1, wherein saidfirst fuel includes diesel and said second fuel includes ethanol.
 4. Themethod of claim 1, wherein said first fuel includes diesel and saidsecond fuel includes gasoline.
 5. The method of claim 1, wherein saidfirst fuel is delivered to the combustion chamber via a first fuelinjector and said second fuel is delivered to the combustion chamber viaa second fuel injector.
 6. The method of claim 1, wherein said firstfuel injector is configured as a direct injector and said second fuelinjector is configured as a port injector.
 7. The method of claim 1,wherein said first fuel and said second fuel are delivered to thecombustion chamber via a common fuel injector.
 8. The method of claim 1,wherein auto-ignition of said first fuel and said second fuel isinitiated by an injection of at least one of the first fuel and thesecond fuel.
 9. A method of operating an internal combustion engineincluding at least a combustion chamber having a piston disposedtherein, the method comprising: varying a relative amount of a firstfuel and a second fuel delivered to the combustion chamber in responseto a temperature of the engine; and during at least a first temperaturecondition of the engine, auto-igniting said first fuel and said secondfuel that are delivered to the combustion chamber.
 10. The method ofclaim 9 further comprising, during said first temperature condition,varying said relative amount of at least one of the first fuel and thesecond fuel that is delivered to the combustion chamber to adjust atiming of auto-ignition.
 11. The method of claim 9, wherein said firstfuel includes diesel fuel and said second fuel includes ethanol.
 12. Themethod of claim 9, wherein said first fuel includes diesel fuel and saidsecond fuel includes gasoline.
 13. The method of claim 9, wherein saidfirst fuel is delivered to the combustion chamber via a first fuelinjector and said second fuel is delivered to the combustion chamber viaa second fuel injector.
 14. The method of claim 9, wherein said firstfuel injector is configured as a direct injector and said second fuelinjector is configured as a port injector.
 15. The method of claim 9,wherein said first fuel and said second fuel are delivered to thecombustion chamber via a common fuel injector.
 16. The method of claim9, wherein auto-igniting said first fuel and said second fuel includescompressing the first fuel and the second fuel via the piston.
 17. Themethod of claim 9, wherein said first fuel and said second fuel aremixed with air to form a substantially homogeneous mixture before saidauto-igniting.
 18. The method of claim 9, wherein auto-ignition of saidfirst fuel and said second fuel is initiated by an injection of at leastone of the first fuel and the second fuel.
 19. An engine system for avehicle, comprising: at least one combustion chamber; a piston disposedwithin the combustion chamber; a direct injector configured to injectdiesel fuel directly into the combustion chamber; a port injectorconfigured to inject a second fuel into an air intake port coupled tothe combustion chamber; a control system configured to vary a relativeamount of the diesel fuel and the second fuel delivered to thecombustion chamber in response to a temperature of the engine; whereinsaid control system is configured to, during at least a firsttemperature condition of the engine, vary an operating condition of theengine so that said diesel fuel and said second fuel are compressed bythe piston and auto-ignited.
 20. The system of claim 19, wherein saidcontrol system is further configured to, during said first temperaturecondition, vary an amount of at least one of the diesel fuel and thesecond fuel that is delivered by the combustion chamber to adjust atiming of auto-ignition and wherein the second fuel includes at leastone of ethanol, methanol, and gasoline.